Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “FUSELAGE”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 181 records · Page 10
All sourcesNASA NTRSDOE OSTI
NASA NTRS1988

Prediction of time-dependent fuselage pressures in the wake of a helicopter rotor

A method is described for the analysis of the unsteady, incompressible potential flow associated with a helicopter. The fuselage, rotor, and rotor wake are considered together in forward flight. This method is particularly useful in low advance ratio flight due to the contribution of the deformed wake to the airloads imposed on the fuselage. The rotor geometry is prescribed and the unsteady wake geometry is computed from the local flow perturbation velocities. The fuselage is modeled as a non-lifting body of source panels and the rotor and its wake are modeled as a full vortex lattice. The rotor geometry is arbitrary and several rotor blades can be represented. The unsteady airloads are computed in the presence of the deformed rotor wake by a time-stepping technique. The wake is started impulsively from rest, allowing a natural convection of the wake with time.

Berry, John D.↗
NASA NTRS1988

Effects of compressibility on design of subsonic fuselages for natural laminar flow

Compressible linear boundary-layer stability analyses of two representative axisymmetric fuselage geometries indicate that a favorable effect will be exerted on the characteristics of a fuselage's axisymmetric boundary layer by compressibility. A freestream Mach number increase from 0.6 to 0.8 significantly reduces TS wave growth rates in the laminar boundary layer of the fuselages analyzed. The generally destabilizing effect of increasing length Re number on boundary layer stability can be overpowered by the favorable effects of compressibility on the fluid.

Vijgen, P. M. H. W.↗
NASA NTRS1986

Development of pressure containment and damage tolerance technology for composite fuselage structures in large transport aircraft

NASA sponsored composites research and development programs were set in place to develop the critical engineering technologies in large transport aircraft structures. This NASA-Boeing program focused on the critical issues of damage tolerance and pressure containment generic to the fuselage structure of large pressurized aircraft. Skin-stringer and honeycomb sandwich composite fuselage shell designs were evaluated to resolve these issues. Analyses were developed to model the structural response of the fuselage shell designs, and a development test program evaluated the selected design configurations to appropriate load conditions.

Smith, P. J.↗
NASA NTRS1987

Experimental and numerical analyses of laminar boundary-layer flow stability over an aircraft fuselage forebody

Fuelled by a need to reduce viscous drag of airframes, significant advances have been made in the last decade to design lifting surface geometries with considerable amounts of laminar flow. In contrast to the present understanding of practical limits for natural laminar flow over lifting surfaces, limited experimental results are available examining applicability of natural laminar flow over axisymmetric and nonaxisymmetric fuselage shapes at relevantly high length Reynolds numbers. The drag benefits attainable by realizing laminar flow over nonlifting aircraft components such as fuselages and nacelles are shown. A flight experiment to investigate transition location and transition mode over the forward fuselage of a light twin engine propeller driven airplane is examined.

Vijgen, Paul M. H. W.↗
NASA NTRS1990

Fuselage design for a specified Mach-sliced area distribution

A procedure for designing a fuselage having a prescribed effective area distribution computed from -90 deg Mach slices is described. This type of calculation is an essential tool in designing a complete configuration with an effective area distribution that corresponds to a desired sonic boom signature shape. Sample calculations are given for M=2 and M=3 designs. The examples include fuselages constrained to have circular cross sections and fuselages having cross sections of arbitrary shape. It is found that, for a prescribed effective area distribution having sharp variations, the iterative procedure converges to a smoothed approximation to the prescribed distribution. For a smooth prescribed area distribution, the solution is not unique.

Barger, Raymond L.↗
NASA NTRS1989

Experimental measurement of structural power flow on an aircraft fuselage

An experimental technique is used to measure the structural power flow through an aircraft fuselage with the excitation near the wing attachment location. Because of the large number of measurements required to analyze the whole of an aircraft fuselage, it is necessary that a balance be achieved between the number of measurement transducers, the mounting of these transducers, and the accuracy of the measurements. Using four transducers mounted on a bakelite platform, the structural intensity vectors at locations distributed throughout the fuselage are measured. To minimize the errors associated with using a four transducers technique the measurement positions are selected away from bulkheads and stiffeners. Because four separate transducers are used, with each transducer having its own drive and conditioning amplifiers, phase errors are introduced in the measurements that can be much greater than the phase differences associated with the measurements. To minimize these phase errors two sets of measurements are taken for each position with the orientation of the transducers rotated by 180 deg and an average taken between the two sets of measurements. Results are presented and discussed.

Cuschieri, J. M.↗
NASA NTRS1991

Experimental measurement of structural power flow on an aircraft fuselage

An experimental technique is used to measure structural intensity through an aircraft fuselage with an excitation load applied near one of the wing attachment locations. The fuselage is a relatively large structure, requiring a large number of measurement locations to analyze the whole of the structure. For the measurement of structural intensity, multiple point measurements are necessary at every location of interest. A tradeoff is therefore required between the number of measurement transducers, the mounting of these transducers, and the accuracy of the measurements. Using four transducers mounted on a bakelite platform, structural intensity vectors are measured at locations distributed throughout the fuselage. To minimize the errors associated with using the four transducer technique, the measurement locations are selected to be away from bulkheads and stiffeners. Furthermore, to eliminate phase errors between the four transducer measurements, two sets of data are collected for each position, with the orientation of the platform with the four transducers rotated by 180 degrees and an average taken between the two sets of data. The results of these measurements together with a discussion of the suitability of the approach for measuring structural intensity on a real structure are presented.

Cuschieri, J. M.↗
NASA NTRS1992

Two-dimensional aerodynamic characteristics of several polygon-shaped cross-sectional models applicable to helicopter fuselages

A wind-tunnel investigation was conducted to determine 2-D aerodynamic characteristics of nine polygon-shaped models applicable to helicopter fuselages. The models varied from 1/2 to 1/5 scale and were nominally triangular, diamond, and rectangular in shape. Side force and normal force were obtained at increments of angle of flow incidence from -45 to 90 degrees. The data were compared with results from a baseline UH-60 tail-boom cross-section model. The results indicate that the overall shapes of the plots of normal force and side force were similar to the characteristic shape of the baseline data; however, there were important differences in magnitude. At a flow incidence of 0 degrees, larger values of normal force for the polygon models indicate an increase in fuselage down load of 1 to 2.5 percent of main-rotor thrust compared with the baseline value. Also, potential was indicated among some of the configurations to produce high fuselage side forces and yawing moments compared with the baseline model.

Kelley, Henry L.↗
NASA NTRS1993

Automatic computation of wing-fuselage intersection lines and fillet inserts with fixed-area constraint

Procedures for automatic computation of wing-fuselage juncture geometry are described. These procedures begin with a geometry in wave-drag format. First, an intersection line is computed by extrapolating the wing to the fuselage. Then two types of filleting procedures are described, both of which utilize a combination of analytical and numerical techniques appropriate for automatic calculation. An analytical technique for estimating the added volume due to the fillet is derived, and an iterative procedure for revising the fuselage to compensate for this additional volume is given. Sample results are included in graphical form.

Barger, Raymond L.↗
NASA NTRS1991

Fabrication of the V-22 composite AFT fuselage using automated fiber placement

Boeing Helicopters and its subcontractors are working together under an Air Force Wright Research and Development Center (WRDC)-Manufacturing-Technology Large-Composite Primary Structure Fuselage program to develop and demonstrate new manufacturing techniques for producing composite fuselage skin and frame structures. Three sets of aft fuselage skins and frames have been fabricated and assembled, and substantial reductions in fabrication and assembly costs demonstrated.

Pinckney, Robert L.↗
NASA NTRS1991

Experimental measurement of structural intensity on an aircraft fuselage

An experimental technique was used to measure structural intensity through an aircraft fuselage with an excitation load applied near one of the wing attachment locations. The fuselage was relatively large, requiring several measurement locations to analyze the intensity flow through the whole of the structure. For the measurement of structural intensity, the use of a transducer array was necessary at every location of interest. A trade-off was therefore required between the number of measurement transducers, the mounting of these transducers, and the accuracy of the measurements. Using four accelerometers mounted on a bakelite platform, structural intensity vectors were measured at locations distributed throughout the fuselage. The results of these measurements, together with a discussion on the suitability of the approach for measuring structural intensity on a real structure, are presented in this paper.

Cuschieri, J. M.↗
NASA NTRS1941

Comparison of Vee-Type and Conventional Tail Surfaces in Combination with Fuselage and Wing in the Variable-Density Tunnel

The pitching and the yawing moments of a vee-type and a conventional type of tail surface were measured. The tests were made in the presence of a fuselage and a wing-fuselage combination in such a way as to determine the moments contributed by the tail surfaces. The results showed that the vee-type tail tested, with a dihedral angle of 35.3 deg, was about 71 percent as effective in pitch as the conventional tail and had a yawing-moment to pitching-moment ratio of 0.3. The conventional tail, the panels of which were all congruent to those of the vee-type tail, had a yawing-moment to pitching-moment ratio of 0.48. These ratios are in fair agreement with values calculated by methods shown in this and previous reports. The values of the measured moments were reduced from 15 to 25 percent of the calculated value by fuselage interference.

Greenberg, Harry↗
NASA NTRS1957

Performance of a Supersonic Ramp-type Side Inlet with Ram-scoop Throat Bleed and Varying Fuselage Boundary-layer Removal : Mach Number Range 1.5 to 2.0 / Glenn A. Mitchell and Robert C. Campbell

Provided sufficient throat bleed was employed, maximum pressure recoveries of 0.87 to 0.88 at Mach number 2.0 were obtained for a fuselage-mounted 14 degrees ramp inlet regardless of the amount of fuselage boundary layer ingested. The addition of inlet side fairings yielded further increases in pressure recovery to 0.90 to 0.91, decreased critical drag coefficients, and increased critical mass-flow ratios. With throat bleed, peak pressure recoveries and calculated thrust-minus-drag values were comparable at two axial positions of the scoop and were highest with the greatest amount of fuselage boundary layer ingested.

Mitchell, Glenn A↗
NASA NTRS1957

Experimental Investigation of Effects of Moderate Sideslip on the Flow Fields near a 45 Degree Swept-wing-fuselage Combination at Low Speed

The flow fields near a 45 degree swept-wing-fuselage combination at moderate angles of sideslip (plus-or-minus 8 degrees), as determined experimentally at low speed, are presented as variations with chordwise distance for various spanwise and vertical locations and angles of attack. The results indicated that for positions close to the fuselage (on and near the plane of symmetry) changes in the angle of sideslip caused large changes in the flow-field characteristics and particularly in the local angles of sideslip, which in some cases were nearly double the static angle of sideslip. In general, the effects of changing the angle of sideslip on the flow-field characteristics for all of the outboard underwing locations were qualitatively similar, although conditions at the more inboard and outboard locations were somewhat more severe for lifting conditions than at the one-half semispan location. The chordwise gradients in the flow parameters for the underwing locations were more severe than for the fuselage locations although the effect of changing the angle of sideslip was less severe, in that the incremental changes in the local angles of sideslip were approximately equal to the static angle of sideslip. Flow conditions near the wing tip were found to be critically dependent on vertical location, with the largest sideslip-induced variations occurring at the nearest vertical locations. The results also indicated that for the outboard underwing locations the wing was the predominant factor in disturbing the field of flow for the conditions investigated.

Alford, William J , Jr↗
NASA NTRS1954

An Experimental Investigation of Reduction in Transonic Drag Rise at Zero Lift by the Addition of Volume to the Fuselage of a Wing-body-tail Configuration and a Comparison with Theory

An experimental investigation was made by the free-fall recoverable-model technique to assess at zero lift the possibilities of reducing the drag-rise coefficients of a wing-body-cruciform-tail combination by adding volume to the fuselage. The basic features of the test model were an unswept aspect-ratio-3.1 thin wing, a fineness-ratio-12.4 fuselage, and four 45 degrees sweptback tail surfaces. The tests covered a Mach number range of 0.84 to 1.15 with Reynolds numbers of 6.000.000 to 14,000,000, based on the wing mean aerodynamic chord. Considerable reduction in drag-rise coefficient was effected for several different modifications by the addition of properly distributed volume to the fuselage. In one instance, a reduction in drag coefficient was obtained by adding a volume which was almost four times the exposed wing volume. The computation method presented in NACA RM A53H17 generally predicted the supersonic drag-rise coefficients for each modification within 20 percent of the experimental values. As in the above-mentioned report, the predictions at a Mach number of one were not accurate. The changes in drag-rise coefficients resulting from the modifications were generally predicted with better accuracy than the values of drag-rise coefficients.

Holdaway, George H↗
NASA NTRS1957

Experimental static aerodynamic forces and moments at high subsonic speeds on a missile model during simulated launching from the midsemispan location of a 45 degree sweptback wing-fuselage-pylon combination

An investigation was made at high subsonic speeds in the Langley high-speed 7- by 10-foot tunnel to determine the static aerodynamic forces and moments on a missile model during simulated launching from the midsemispan location of a 45 degree sweptback wing-fuselage-pylon combination. The results indicated significant variations in all the aerodynamic components with changes in chordwise location of the missile. Increasing the angle of attack caused increases in the induced effects on the missile model because of the wing-fuselage-pylon combination. Increasing the Mach number had little effect on the variations of the missile aerodynamic characteristics with angle of attack except that nonlinearities were incurred at smaller angles of attack for the higher Mach numbers. The effects of finite wing thickness on the missile characteristics, at zero angle of attack, increase with increasing Mach number. The effects of the pylon on the missile characteristics were to causeincreases in the rolling-moment variation with angle of attack and a negative displacement of the pitching-moment curves at zero angle of attack. The effects of skewing the missile in the lateral direction relative to and sideslipping the missile with the wing-fuselage-pylon combination were to cause additional increments in side force at zero angle of attack. For the missile yawing moments the effects of changes in skew or sideslip angles were qualitatively as would be expected from consideration of the isolated missile characteristics, although there existed differences in theyawing-moment magnitudes.

Alford, William J↗
NASA NTRS1949

An analysis of available data on effects of wing-fuselage-tail and wing-nacelle interference on the distribution of the air load among components of airplanes

Available information on the effects of wing-fuselage-tail and wing-nacelle interference on the distribution of the air load among components of airplanes is analyzed. The effects of wing and nacelle incidence, horizontal andvertical position of wing and nacelle, fuselage shape, wing section and filleting are considered. Where sufficient data were unavailable to determine the distribution of the air load, the change in lift caused by interference between wing and fuselage was found. This increment is affected to the greatest extent by vertical wing position.

Wollner, Bertram C↗
NASA NTRS1992

Composite fuselage crown panel manufacturing technology

Commercial fuselage structures contain significant challenges in attempting to save manufacturing costs with advanced composite technology. Assembly issues, materials costs, and fabrication of elements with complex geometry are each expected to drive the cost of composite fuselage structure. Key technologies, such as large crown panel fabrication, were pursued for low cost. An intricate bond panel design and manufacturing concept were selected based on the efforts of the Design Build Team. The manufacturing processes selected for the intricate bond design include multiple large panel fabrication with Advanced Tow Placement (ATP) process, innovative cure tooling concepts, resin transfer molding of long fuselage frames, and use of low cost materials forms. The process optimization for final design/manufacturing configuration included factory simulations and hardware demonstrations. These efforts and other optimization tasks were instrumental in reducing costs by 18 pct. and weight by 45 pct. relative to an aluminum baseline. The qualitative and quantitative results of the manufacturing demonstrations were used to assess manufacturing risks and technology readiness.

Willden, Kurtis↗